Brake.



P. BUDA.

BRAKE.

APPLICATION FILED HOV.16, 1912. 1,@'75,814, Patented Oct. 14, 1913.

0 2 SHEETS-SHEET 1. W i, a 6 a l .v/ I I 1||| tt 1 t: Inventor:

P. BUDA.

BRAKE.

APPLICATION FILED NOV. 16, 1912.

1,075,814, Patented Oct.14, 1913.

2 SHEETS-SHEET 2.

WTTED gTATES PATENT @FFTQE.

PASQUALE BUDA, OF NEW YORK, N. Y.

BRAKE.

Application filed November 16, 1912.

T 0 all whom 2'25 may concern Be it known that I, PASQUALE BUDA, asubject of the King of Italy, residing in the borough of Manhattan ofthe city of New York, county of New York, in the State of New York, haveinvented certain new and useful Improvements in Brakes, of which thefollowing is a specification, reference being had to the accompanyingdrawings, forming a part hereof.

This invention relates to improvements in brakes for railway trains,street cars, automobiles and similar conveyances.

It has for its object to provide a brake which may be readily attachedor removed and which may or may not be used in connection with brakes ofthe usual type.

A further object is to provide a brake which shall be certain in itsoperation and one which shall relieve the wheels of the conveyance fromthe undue stresses which are thereon imposed by the brakes hithertoemployed.

A further object is to eliminate the danger of skidding or derailment,depending upon the type of conveyance to which the brake is applied,upon a sudden or emergency application.

Another object is to provide in combination with the general type ofbrake above referred to, clutch means operable simultaneously with thebrake to disengage the driving wheels from the prime mover.

For purposes of this description a brake constructed in accordance withthe present invention is herein illustrated as embodied in a street carand as being operated by power, although as the description proceeds, itwill be evident that the brake, by suitable changes such as will appearto the skilled mechanic, may be applied to any type of conveyanceemploying wheels as the supporting means therefor, and that it may bebrought into operation either manually or by power.

In accordance with the invention an areaate shoe having its inner faceconcentric with the tread of the wheel and its outer face eccentrictherewith so as to form a wedge-like member, is mounted in juxtapositionto the wheel and is provided with means for moving the same to aposition between the wheel and the rail so that the weight of theconveyance is borne thereby. Operatively connected with the means forthrowing the brake into active position is Specification of LettersPatent.

Patented Get. 14,1913.

Serial No. 731,716.

a clutch means which prior to the application of the brake, disengagesthe driving wheels from the prime mover.

The invention will be more particularly described with reference to theaccompanying drawings in which Figure l is a plan view showing theapplication of the present invention to the wheels of a street car, thecar body being broken away for the sake of clearness. Fig. 2 is a viewin side elevation of the same, a fragment of the car floor being shownand the brake being shown in full lines in operative position. Fig. 3 isa View taken on the plane indicated by the line 33 of Fig. 1 and showinga controller for initiating movement of the brake and clutch means. Fig.4c is a view taken on the plane indicated by the line 4& of Fig. 1.

The wheels a a herein illustrated are of the usual type and are shown,for the purposes of this description, as driving wheels although it willbe understood that the brake may be applied to any of the wheels on thecar. These wheels bear on the axle 7) as usual which may carry the usualtruck bolster and body supporting means for the car, all of whichstructure is herein omitted. On the extremities of the axle b, or on anyother portion thereof as the circumstances warrant, are mountedsubstantially radial arms 0 preferably of a length greater than theradius of the wheel. These arms have cast integral therewith or attachedthereto in any suitable manner, depending arcuate brake members 0 whichmay be of any suitable length with respect to the circumference of thewheel but which are herein illustrated as being approximately one thirdof this circumferential length. In cross section the inner faces ofthese members 0, which, for the sake of convenience, will hereinafter betermed the brakes, are of a form corresponding to the form of the treadsof the wheels, as appears particularly in Fig. 1. The outer faces ofthese brakes 0 are of a form substantially similar to that of the railson which the wheels travel, being, in the embodiment shown, providedwith flanges c which engage snugly the inner faces of the rails, toprevent derailment of the car as will appear hereinafter. From Fig. 2 itappears that the clearance between the tread of the wheels a and theinner faces of the brakes c is very slight, the brakes being, in effect,second and concentric wheels. That this is so will be apparent from thedescription of the operation of the device. In the interests of rigidityand general strength two or more transverse tie rods (Z and 6 connectthe corresponding pairs of brakes and brake arms 0. One of these rods,as 6, serves an additional purpose as it is embraced by suitabledepending U-shaped brackets f securely connected to the underside of theframe of the car. WVhen the brakes are in their normal position, thatis, inactive, there is no cooperation between the brackets f and the rod0, but when the brakes are lowered to their operative position as shownin Fig. 4-, it will appear that loops of the brackets engage the rod 6and prevent further movement of the brakes c. It is desirable to formthe base of the loops of the brackets f substantially concentric withthe arc through which the rod 6 moves so that the latter willbearthereon at all times. It will be understood that the greatestbraking strain will rest on the brackets f, so that other forms ofretaining means for the brakes may prove to be more desirable and theinvention is not to be limited to any such structural details.

Mounted on the rods cl and 6 between the brakes 0 is a rack c engaged bya worm 9 carried on a spindle g mounted in a bearing g and operativelyconnected to suitable means for rotating the same. This means is hereinillustrated as an auxiliary electric motor h the operation of which maybe controlled by the motorman or other person through a controller zlocated at any convenient part of the car. The motor it may carry on itsarmature a gear h which meshes with a gear 9 carried by the spindle g.The ratio of these gears and the speed of the motor, and all other suchelements which may enter into the control of the brakes 0' may be variedto suit the conditions of use.

It will now be understood that when the controller i is moved to startthe motor h, the latter will rotate the spindle g by means of the gearsh and 9 so that the worm g, meshing with the rack 0 on the rods (Z and Awill move the brakes downwardly until the rod 6 is supported by thebrackets This tendency for the brakes c to continue their movement underthe car wheel, caused by the momentum of the car, is furthercounteracted by the engagement of the worm g and rack 0 the spindle 5/being mounted securely on the car body in the end thrust bearing g. Theextent of movement of the rod 6 may be varied, of course, to suit theconditions of use, it being necessary that the brakes 0' should moveunder the wheels a so that the latter are out of engagement with therails. When in this position, it will be seen that the weight of the caris borne by the brakes 0' through their arms 0 and that 'ingly threadedshafts n.

the brakes simply skid along the rails constituting, in eifect,non-rotatable wheels. The effect of such a braking action as this willbe readily appreciated and it is thought that by the employment ofbrakes made in accordance with this invention, cars may be brought to astop more quickly than heretofore and that too without the successiveseries of intermittent impulses usually experienced by passengers whenbrakes of the usual type are applied. It is also true that v the wheelsof the car are relieved from the injurious efiects of a directapplication of the brakes to their treads so that wear and abrasions areeliminated. It will also be seen that by the improved type of brake,herein described, there are no transverse stralns imposed and thatthere is accordingly no tendency for the car to be derailed. The pairsof brakes act in absolute unison and the effect of applying the brakesis simply to substitute immovable skids for the revolving wheels. Aspointed out above, owever, the brakes are provided with suitable flangeswhich may be changed to suit the type of rail on which the wheels run,so as to coact with the rails to prevent derailment.

In practice, it will be evident that injurious effects to certain partsof the operating mechanism of the car may result, if the car issupported solely by these skids and if the driving power be permitted tocontinue during and after the application of the brakes. In order toobviate such troubles clutch means are employed in connection with thebraking means, hereinbefore described, to disengage thedriving wheelsfrom the prime 1 mover. ;clutch comprises two collars is movable freelyin an axial direction on the axle b. %On the outer faces of the collarsare disposed an annular series of teeth which engage, during the normalmovement of the car, a corresponding annular series of teeth a formed onthe inner faces of the In the preferred embodiment this wheels at. Oneor both of said collars 70 may have a series of gear teeth 71: formed ona portion of the periphery and the gear thereby formed may enmesh withdriving gears Z, operatively connected to the prime mover. It has beendeemed unnecessary to illustrate and describe in full any form of primemover or the connections thereto, since the same are understood by thoseskilled in the art. In Fig. 1 a fragment of such a driving gear Z hasbeen illustrated.

The slidable collars 7c are engaged by yokes m removably secured theretoby suit able bolts m The yokes m engage flange portions of the collars72 so that relative axial movement with respect to the latter, isprevented. The yokes m carry blocks m threaded interiorly to receivecorrespond- Tt appears most clearly in Fig. 1 that the shafts a extendparallel to the axle Z) and that the ends of said rods enter the blocksm through interiorly threaded recesses formed on the inner face thereof.Each rod 1? has at one end a right handed thread and at the other end aleft handed thread, the effect of which is to move the opposite blocks min opposite directions when the rods are rotated. The purpose of thiswill appear later. Each rod or shaft a is also provided substantiallymid-way between its ends, with a gear a in engagement with an idle gear0 disposed loosely on the axle Z) but immovable axially thereon. In meshwith the gear 0 is a pinion 22 mounted on a stub shaft p .carrying asecond pinion p operatively connected to the motor it through a gear 9,spindle q and inter-meshing bevel gears Q2 and 9 the latter beingsecured on the spindle g, which is as pointed out before, in operativeengagement with the brakes c. The stub shaft 1,1) may be suspended fromthe car body by means of suitable brackets 29 carrying suitable bearingsadjacent their lower ends for the shaft. By the constructionhereinbefore described, it will. be understood that movement of themotor h will impart a rotary movement to the bevel gear 9 which will,through the bevel. gear Q2, spindle q and the gear Q impart a rotarymovement to the shaft 2) and pinion 3). Since the pinion 7') is in meshwith the idle gear 0 and since the latter is in engagement with thegears m, carried by the two shafts a respectively it will appear thatoperation of the motor it will rotate said shafts. By reason of theengagement of the latter through right and left handed threads with theblocks m of the yokes m, movement of the yoke longitudinally along theaxle will be also occasioned by operation of the motor h. As beforepointed out, however, the yoke m is so secured to the collars 7:; thatany axial movement of the same will imparta corresponding axial movementto the collars.

During normal movement of the car, the teeth 7a are in engag ment withthe teeth a so that rotation of the collars by means of the drivinggears Z will serve to rotate the driving wheels a and so propel the car.At this time the brakes 0 are in a raised posit-ion so as to clear therails as indicated by dotted lines in Fig. 2. To apply the brakes thecontroller 2' is moved to the proper position so that the motor h isstarted. The rotation of the armature of this motor impartssimultaneously a downward movement to the brakes a through the worm gand also an axial movement to the collars 7a through rods 11. and thespindle as particularly described above. The brakes 0 are so disposedwith respect to the rails, or the operating gearing thereof is in such aratio with respect to the ratio of the operating gearing of the collars70, that the latter are moved to an extent sufiicient to disengage theteeth is from the teeth a just prior to the operation of the brakes,that is, before the introduction of the wedgelike end under the wheels.In other words the eflect of initiating movement to the devices is tofirst disengage the prime mover from the driving wheels, and then toapply the brakes.

Upon the application of the brakes the driving wheels will continue torevolve under their own moment-um but the positive driving power iseliminated. Any suitable means for shutting off the prime mover itself,may be employed.

From the above description it will be seen that brakes constructed inaccordance with this invention may be applied to one or more pairs. ofwheels on each car or that single brakes may be applied to one or morewheels as is desirable. In the latter case, however, it is preferablethat for each brake shoe applied to a wheel on one side of the car body,there should be a corresponding brake shoe applied to a wheel on theopposite side of the car body so as to prevent any side thrusts or anytendency to impose lateral strains on either the rails or parts of thecar and the brake. Where a number of cars constituting a train are usedand the improved brakes are applied to one or more wheels of each car,it will be obvious that the controller 2' may be mounted on any one ofsaid cars and that the motorshmay be so connected to said controllerthat movement of the latter will serve to initiate movement to each ofthe brake and clutch devices in a manner similar to that beforedescribed for a single car. When the brakes are used with a conveyancewhich employs power other than electric, it may be desirable tosubstitute for the motor h a power medium of a different character, suchas steam, oil, compressed air, etc. With some conveyances it may bedesirable to have the brake and clutch means operated manually. Commonmeans well known to the ordinary mechanic may be substituted in suchcases to effect the operation of the clutch device and the brakes. Inlike manner, it will be obvious that the brake arms 0 may, in someconstructions, be mounted on the inside of the wheels instead of on theoutside. This change will also be merely a mechanical one and such aswill suggest itself according to varying conditions of use. Thecross-sectional form of the brakes both with respect to their inner andouter faces may likewise be changed to suit the type of wheel and rail,or if rails are not employed, the exterior faces may be such as are bestsuited to braking purposes.

What I claim is:

1. A brake for cars, etc., comprising a wedge-shaped skid, means to movethe same to operative position under the wheel of the car, a dependingU-shaped bracket mounted on the car, and a rod carried by the skid anddisposed Within the loop of the bracket and coacting therewith to limitthe travel of the skid under the car wheel.

2. A brake for railway cars, etc., comprising a wedge-shaped skid havingarcuate faces, its inner face being concentric with the tread of thewheel of the car, sup porting means therefor mounted on the axle of thecar, a rack operatively connected to the skid, a worm engaging saidrack, a motor operatively connected to said worm and means to controlthe operation of the motor.

3. A brake system for cars, etc., including driving means, a drivingwheel, a clutch interposed between the driving means and the drivingwheel, means to actuate said clutch, a brake composed of a wedge-shapedskid, and means operatively connected to said clutch to move said braketo operative posi tion under the wheel simultaneously with the movementof the clutch.

A brake system for cars, etc., including driving means, a driving wheel,a

clutch interposed between the driving means and the driving wheel, meansto operate said clutch, a brake comprising a wedgeshaped skid having itsinner face conoentrio with the tread of the driving wheel, means to movesaid brake to operative position under the driving wheel, and poweroperated means operatively connected to said clutch and to said brakeactuating means whereby simultaneous operation of the last named meansand the clutch is effected.

5. A brake system for cars, etc., including driving means, a drivingwheel, a clutch in terposed between said driving means and said drivingwheel, said clutch consisting of a collar mounted loosely on the aXle ofthe car and in operative engagement with the driving means, the collarbeing also connectible operatively with the driving wheel, means to movethe collar into engagement with the driving wheel, said means includingrevoluble shafts having threaded engagement with the collar, a mo toroperatively connected with the shafts to revolve the same, a brakeconsisting of a wedge-like skid, means to mount the brake in operativerelation to the driving wheel, and means operatively connecting the skidto said motor whereby the former is moved to operative position underthe wheel simultaneously with the operation of the clutch.

This specification signed and witnessed this 15th day of November A.1)., 1912.

PASQUALE BUDA.

Signed in the presence of E. M. TAYLOR, TVVORTHINGTON CAMPBELL.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents. Washington, D. C.

